PA28R-180 Maneuvers Manual Revised 5/14/2012

Arrow I

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Normal Takeoff and Climb
1. Takeoff Briefing
a. Initial Heading and Altitude
b. Discuss intentions in case of an emergency
2. Flaps set at zero
3. Clear Area
4. Taxi into position
a. Complete all items on lineup checklist
b. Centered on runway
c. Apply proper cross-wind correction
5. Smoothly apply full power
6. Check engine instruments
a. RPM normal
b. All other engine instruments in the green
c. Call “airspeed alive” when movement is indicated on airspeed
indicator
7. At 70 mph indicated airspeed
a. Rotate to Vy (100 mph) attitude
8. Maintain ground track along runway and extended centerline
9. After establishing positive rate of climb with no more usable runway ahead
available for landing call “positive rate, gear up”, tap the brakes and select gear
up.
10. Observe normal indications of gear in transit to indicate gear operating and
then up.
11. At 500’ AGL establish cruise climb by setting MP slightly below 25” and
the RPM at 2500 rpm. Verify you have set 25 “squared”. Adjust power as nec-
essary.
12. Complete Climb Checklist at or above pattern altitude (1,000ft AGL)

Short Field Takeoff and Climb

1. Takeoff Briefing
a. Initial Heading and Altitude
b. Discuss intentions in case of an emergency
2. Flaps set at 25º
3. Clear Area
4. Taxi into position-use full length of the runway
a. Complete all items on lineup checklist
b. Centered on runway
c. Apply proper cross-wind correction
5. Smoothly apply full power while holding the brakes.
6. Check engine instruments
a. RPM normal
b. All other engine instruments in the green
7. Release the brakes
a. Call “airspeed alive” when movement is indicated on airspeed
indicator

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8. At 60 mph indicated airspeed
a. Rotate to 75-80 mph attitude
9. Maintain ground track along runway and extended centerline
10. After establishing positive rate of climb with no more usable runway ahead
available for landing call “positive rate, gear up”, tap the brakes and select gear
up
11. Observe normal indications of gear in transit to indicate gear operating and
then up – gear warning and horn will operate until reducing flaps below 25º
12. Reduce flaps smoothly and one increment at a time until the flaps are fully
retracted - accelerate to Vx (90 mph) or Vy (100 mph) as required.
13. At 500’ AGL establish cruise climb by setting MP slightly below 25” and
the RPM at 2500 rpm. Verify you have set 25 “squared”. Adjust power as nec-
essary.
14. Complete Climb Checklist at or above pattern altitude (1,000ft AGL)

Soft Field Takeoff and Climb

1. Takeoff Briefing
a. Initial Heading and Altitude
b. Discuss intentions in case of an emergency
2. Flaps set at 25º
3. Clear Area
4. Taxi into position
a. Complete all items on lineup checklist
b. Centered on runway
c. Apply proper cross-wind correction
5. Taxi into position without stopping
a. Maintain full up elevator
b. Use minimum or no braking if possible
6. Smoothly apply full power
7. Check engine instruments
a. Normal RPM
b. All other engine instruments in the green
c. Call “airspeed alive” when movement is indicated on airspeed
indicator
8. Adjust backpressure to keep the nose wheel off the runway
9. As the aircraft becomes airborne
a. Reduce pitch to stay in ground effect
10. At 75 - 80 mph
a. Initiate climb
11. After establishing positive rate of climb with no more usable runway ahead
available for landing call “positive rate, gear up”, tap the brakes and select gear
up
12. Observe normal indications of gear in transit to indicate gear operating and
then up – gear warning and horn will operate until reducing flaps below 25º
13. Reduce flaps smoothly and one increment at a time until the flaps are fully
retracted - accelerate to Vx (90 mph) or Vy (100 mph) as required.

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14. At 500’ AGL establish cruise climb by setting MP slightly below 25” and
the RPM at 2500 rpm. Verify you have set 25 “squared”. Adjust power as nec-
essary.
15. Complete Climb Checklist at or above pattern altitude (1,000ft AGL)

Traffic Pattern
Departure
1. Departing Traffic Pattern
a. At pattern altitude
i. Continue straight out
ii. Exit 45 degrees turn in the direction of the traffic pattern
after passing end of runway
2. Remaining in Traffic Pattern
a. Within 300 feet below pattern altitude
i. Commence turn to crosswind leg
Entry
1. Obtain ATIS/AWOS/ASOS if available
2. Determine active runway
3. Scan for other aircraft throughout the pattern
4. Enter 45 degrees to the downwind leg
a. At Pattern Altitude
b. Abeam midpoint of the runway
5. Enter Downwind Leg
a. Maintain ½ to 1 miles distance from runway
b. Airspeed 100 mph – approx. 18” – 2400 RPM
6. Midpoint Downwind
Select “gear down” after ensuring airspeed is below 150 mph
Verify gear down – use standard call-out “3 green”
7. Complete Before Landing Checklist
8. Maintain pattern altitude and 100 mph until abeam intended touchdown
point
a. Reduce power to 16” MP
b. Below 125 mph – Flaps 10 degrees (first notch)
c. Airspeed 100 mph
9. Turn base
a. 45 degree angle from approach end of runway
b. Flaps 25 degrees – 2nd notch
c. Airspeed 90 mph
10. Turn final
a. Roll out aligned with the runway
b. Flaps 40 degrees (full flaps)
c. Airspeed 85 mph
d. Prop forward (high RPM)
e. Adjust power as needed to maintain airspeed and proper descent
rate
11. Execute appropriate landing procedure (see below)

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Normal Landing
1. Prior to 300 feet
a. Flaps 45 degrees (full flaps)
b. Aircraft stabilized
2. Airspeed 85 mph
a. Adjust speed for ½ the gust factor
i. Winds (240 at 12 kts gusts 20 kts) gust factor 8
ii. 85 + 4 = 89 mph (for purposes of this approximate adjust-
ment to final approach speed, do not worry about difference
between knots and mph)
3. Verify gear down once again as you cross threshold
4. Begin round-out approximately 10-20 feet above the runway
a. Reduce power slowly
b. Watch airspeed and sink rate and be ready to add power as needed
c. Increase pitch to slow the descent
5. Just prior to touchdown increase pitch to a flared attitude
a. Land on the main gear
b. Hold the nose wheel off by maintaining back pressure
6. Brake as needed

Crosswind Landing
1. Prior to 300 feet
a. Flaps 45 degrees (reduce flaps in significant x-wind)
b. Aircraft stabilized
2. Airspeed 85 mph
a. Adjust speed for ½ the gust factor
i. Winds (240 at 12 kts gusts 20 kts) gust factor
ii. 85 + 4 = 89 mph (for purposes of this approximate adjust-
ment to final approach speed, do not worry about difference
between knots and mph)
3. Use a side slip to control drift on final
a. Aileron to control drift
b. Rudder to keep the longitudinal axis aligned with the runway
4. Verify gear down once again as you cross threshold
5. Begin round-out approximately 10-20 feet above the runway
a. Reduce power slowly
b. Watch airspeed and sink rate and be ready to add power as needed
c. Increase pitch to slow the decent
6. Land on the upwind main landing gear first
a. As aileron effectiveness decreases, the downwind landing gear will
touchdown
b. Hold the nose wheel off by maintaining back pressure
7. Brake as needed

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Short Field Landing
1. Prior to 300 feet
a. Flaps 30 degrees
b. Aircraft stabilized
2. Airspeed 82 mph
a. Adjust speed for ½ the gust factor
i. Winds (240 at 12 kts gusts 20 kts) gust factor 8
ii. 82 + 4 = 86 mph (for purposes of this approximate adjust-
ment to final approach speed, do not worry about difference
between knots and mph)
3. Verify gear down once again as you cross threshold
4. Clearing Obstacle
a. Initiate slow power reduction
b. Throttle reaching idle just prior to touchdown
c. Watch airspeed and sink rate and be ready to add power as needed
5. Begin round out and flare to arrive at the power off stall attitude upon touch-
down
6. Land on the main gear
7. After touchdown
a. Retract the flaps
b. Apply brakes as needed consistent with safety to minimize landing
roll

Soft Field Landing

1. Prior to 300 feet
a. Flaps 45 degrees (full flaps)
b. Aircraft stabilized
2. Airspeed 85 mph
a. Adjust speed for ½ the gust factor
i. Winds (240 at 12 kts gusts 20 kts) gust factor 8
ii. 85 + 4 = 89 mph (for purposes of this approximate adjust-
ment to final approach speed, do not worry about difference
between knots and mph)
3. Verify gear down once again as you cross threshold
4. Begin round-out approximately 10-20 feet above the runway
a. Reduce power slowly
b. Watch airspeed and sink rate and be ready to add power as needed
c. Increase pitch to slow the descent
5. Just prior to touchdown increase pitch to a flared attitude
a. Add small amount of power (adjust as required to make a soft touch-
down)
b. Land on the main gear
c. Hold the nose wheel off by maintaining back pressure
d. Continue adding power to keep nose wheel off the runway
6. Avoid use of brakes

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Zero Flap Landing
1. Execute normal pattern entry and downwind leg including verifying gear
down
2. Maintain pattern altitude and 100 mph until abeam intended touchdown
point
a. Reduce power to 16” MP
b. Airspeed 100 mph
3. Turn base
a. 45 degree angle from approach end of runway

b. Airspeed 90 mph
4. Turn final
a. Roll out aligned with the runway
b. Airspeed 90 mph
c. Prop forward (high RPM)
d. Adjust power as needed to maintain airspeed and proper descent
rate
e. Use forward slip as needed to reduce altitude
5. Prior to 300 feet
a. Aircraft stabilized
6. Airspeed 90 mph
a. Adjust speed for ½ the gust factor
i. Winds (240 at 12 kts gusts 20 kts) gust factor 8
ii. 90 + 4 = 94 mph (for purposes of this approximate adjust-
ment to final approach speed, do not worry about difference
between knots and mph)
7. Verify gear down once again as you cross threshold
8. Remember the airplane is at a faster airspeed and will float more down the
runway during round-out and flare, so adjust the aim point a suitable distance
prior to the intended touchdown point.
9. Begin round-out approximately 10-20 feet above the runway
a. Reduce power slowly
b. Watch airspeed and sink rate and be ready to add power as needed
c. Increase pitch to slow the descent
10. Just prior to touchdown increase pitch to a flared attitude
a. Land on the main gear
b. Hold the nose wheel off by maintaining back pressure
11. Brake as needed

Power-Off 180° Accuracy Approach and Landing

1. Request “Short Approach” if at a tower controlled airport
2. Keep the downwind leg closer to the runway than normal
3. Ensure that “Before Landing Checklist” is complete including verifying the
gear is down “3 green”
4. Select a touchdown point within the first 1/3 of the runway but do not select
the threshold

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5. Take into account the wind when determining a plan for the approach
6. Reduce throttle to idle abeam intended touchdown point. Prop full forward.
7. Establish and maintain 90 mph (Best Glide Speed)
8. Depending on wind condition, wait on use of flaps until certain the touchdown
point can be made. No or partial flaps may be needed to ensure the touchdown on
or within 200 feet beyond the specified touchdown point.
9. A steeper than normal turn to the base leg may be necessary depending on the
wind conditions. Compensate for wind drift by crabbing into the wind on the base
leg.
10. Plan your turn to final approach at approximately 600-700 feet AGL.
11. Consider use of forward slip if you are extremely high.
12. At 300 feet verify again that the Before Landing Checklist is complete. “3
Green” and Prop full forward. Verify that the approach is “stabilized.”
13. Watch airspeed on short final. Do not allow airspeed to decrease until in the
flare. Begin the round-out lower to the runway than normal due to the lack of
power. Any excessive increase in sink rate requires a go-around.
14. Do not attempt to stretch the glide by pitching up and reducing airspeed below
90 mph. Consider adding 10 degrees (first notch) of flaps on short final if the
touchdown point is slightly in doubt. Do NOT reduce the flaps once added. If
necessary, go around.
15. Go-around whenever you see an excessive sink rate, low airspeed, or that you
will land short of your specified touchdown point
16. Touchdown on the main gear first
17. Brake as needed after landing

Go-Around/Rejected Landing
1. Apply full power
2. Retract flaps to 25 degrees
3. Initiate climb and side step to one side of the runway if necessary to avoid traf-
fic
4. Adjust pitch attitude for 75 to 80 mph
5. After establishing positive rate of climb with no more usable runway ahead
available for landing call “positive rate, gear up”, tap the brakes and select gear up
6. Observe normal indications of gear in transit to indicate gear operating and then
up
7. Retract flaps one increment at a time upon reaching a safe altitude and 80 mph
(Vfe = 125 mph)
8. Airspeed 90 mph (Vx) if obstacles ahead or 100 mph (Vy)
9. At 500’ AGL establish cruise climb by setting MP slightly below 25” and the
RPM at 2500 rpm. Verify you have set 25 “squared”. Adjust power as necessary.

Emergency Approach and Landing

1. Establish Best Glide (90 mph)
2. Locate suitable landing site
a. Consider the following

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 i. Landing site may be beneath or behind you
ii. Altitude
iii. Winds (Smoke, Water, last known wind direction)
iv. Terrain
v. Consider whether you will attempt a landing with gear up
or gear down
3. Complete Engine Failure Checklist (if time permits)
4. Distress call
a. 121.5
b. 7700 (transponder)
5. Complete Landing without Power Emergency Checklist
6. Maneuver aircraft to key position (depending on altitude)
a. Downwind leg (high key at 1000 ft)
b. Base leg (low key 500 ft)
7. Unlatch door for evacuation after landing
8. Complete power off landing

Pre-Maneuver Check/Clearing Turns

1. Identify a suitable emergency landing site
2. Altitude - no lower than 2000 feet AGL recommended (all maneuvers but
ground reference and emergency simulations must be completed no lower than
1500 feet AGL)
3. Perform clearing turns through 90° to the Left and Right or 180°
a. Visually clear area Left and Right before turning
b. Begin medium bank turn (no more than 30°)
c. Scan for traffic (above, below, ahead of flight path)
4. Boost Pump ON
5. Fuel Selector valve – Appropriate Tank
6. Mixture – RICH (if maneuver or recovery requires full power)
7. RPM – SET (use high rpm – Full Forward - if maneuver or recovery re-
quires full power)
8. Throttle Set – Adjust airspeed as required for that maneuver

Transfer of Flight Controls

1. Pilot Flying (PF) Transfers to (PNF)
a. PF “You have the flight controls”
b. PNF “I have the flight controls”
c. Old PF “You have the flight controls”
i. Relinquish the Controls
2. The PF should never be in doubt
3. A visual check should be made that the transfer was successful

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Slow Flight - Clean Configuration
1. Slow flight will be completed no lower than 1500 feet AGL
2. Complete clearing turns and pre-maneuver checklist
3. Stabilize A/C (Heading, Altitude, Airspeed)
4. Reduce Throttle to 12" MP. Verify RPM FULL FORWARD.
5. Adjust pitch to maintain altitude
6. As airspeed slows to MCA (Vs = 60 mph)
a. Increase Throttle (approx. 18" MP)
b. Make small pitch, bank, and power changes
7. Maneuvering at MCA
a. Straight and Level
b. Turns (30 degree bank max)
c. Climbs and descents
8. Recovery
a. Smoothly add full power
b. Adjust pitch to maintain altitude
9. Resume Normal Cruise

Slow Flight - Landing Configuration (“Dirty”)

1. Slow flight will be completed no lower than 1500 feet AGL
2. Complete clearing turns and pre-maneuver checklist
3. Stabilize A/C (Heading, Altitude, Airspeed)
4. Reduce Throttle to 15” MP. Verify RPM FULL FORWARD.
5. Adjust pitch to maintain altitude
6. Below 150 mph, select gear down, verify gear down, “3 green”
7. Below 125 mph add flaps smoothly one increment at a time
8. Adjust pitch to maintain altitude
9. As airspeed slows to MCA (Vso = 55 mph)
a. Increase Throttle (approx. 20”)
b. Make small pitch, bank, and power changes
10. Maneuvering at MCA
a. Straight and Level
b. Turns (30° bank max)
c. Climbs and descents
11. Recovery
a. Smoothly add full power
b. Adjust pitch to maintain altitude
c. Retract flaps to 25 degrees
d. Retract gear after calling “positive rate, gear up”
Note: In this situation you will be maintaining level flight.
e. Retract flaps smoothly in increments after reaching 85 mph (Vfe =
125 mph)
12. Resume Normal Cruise – 110 mph – approx. 18”/2400 rpm

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Power ON Stall – Clean Configuration
1. All stalls will be completed no lower than 1500 feet AGL
2. Complete clearing turns and pre-maneuver checklist
3. Stabilize A/C (Heading, Altitude, Airspeed)
4. Reduce throttle to 12” MP
5. Adjust pitch to maintain altitude
6. As airspeed approaches liftoff speed (approx. 70 mph)
a. Smoothly add full power
b. Increase pitch
7. Announce “Stall” and initiate recovery
a. Imminent Stall
i. The first buffet, or rapid decay of control effectiveness
b. Full Stall
i. A sudden loss of control effectiveness occurs, excessive
sink rate, or sudden nose pitch down with full up elevator is experi-
enced
c. Commercial pilots must recover “as the stall occurs”
8. Recovery
a. Reduce pitch attitude
b. Smoothly add full power
c. Level wings
d. Pitch for Vx (90 mph) or Vy (100 mph) attitude depending on
obstacles
i. Minimize altitude loss
ii. Establish Positive Rate of Climb
9. Resume Normal Cruise

Power OFF Stall – Landing Configuration (“Dirty”)

1. All stalls will be completed no lower than 1500 feet AGL
2. Complete clearing turns and pre-maneuver checklist
3. Stabilize A/C (Heading, Altitude, Airspeed)
4. Reduce throttle to 15” MP. Verify Prop full increase.
5. Adjust pitch to maintain altitude
6. Below 150 mph, select gear down, verify gear down, “3 green”
7. Below 125 mph extend flaps smoothly and in increments to 40 degrees
8. As airspeed approaches 85 mph
a. Lower pitch establish glide at 85 mph
b. Reduce throttle to idle
c. Increase pitch to flare attitude
9. Announce “Stall” and initiate recovery
a. Imminent Stall
i. The first buffet, or rapid decay of control effectiveness
b. Full Stall
i. A sudden loss of control effectiveness occurs, excessive
sink rate, or sudden nose pitch down with full up elevator is
experienced
c. Commercial pilots must recover “as the stall occurs”

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10. Recovery
a. Reduce pitch attitude
b. Smoothly add full power
c. Level wings
d. Pitch for 75 - 80 mph
i. Minimize altitude loss
e. Retract flaps to 25 degrees immediately
f. Establish Positive Rate of Climb
g. Retract gear after calling “positive rate, gear up”
h. Retract the rest of the flaps smoothly in increments when 80 mph
or above (Vfe = 125 mph)
i. Pitch for Vx (90 mph) or Vy(100 mph) depending on obstacles
11. Resume Normal Cruise – 110 mph – approx. 18” MP/2400 RPM.

Accelerated Stall (Demonstration only)

1. Select an altitude that will allow recovery no lower than 3000 AGL
2. Complete clearing turns and pre-maneuver checklist
3. Stabilize A/C (Heading, Altitude, Airspeed)
4. Reduce throttle to15” MP. Verify Prop full increase.
5. Adjust pitch to maintain altitude
6. As airspeed approaches 90 mph, enter a coordinated 45 degree bank in ei-
ther direction while smoothly increasing back pressure to maintain altitude and
adjusting ailerons so as not to exceed a 45 degree bank.
7. Establishing the bank quickly will ensure completing the stall in about 90
degrees of turn.
8. Increase back pressure to maintain altitude until stall occurs.
9. Announce the imminent stall
10. Recovery
a. Reduce pitch attitude
b. Smoothly add full power
c. Level wings
d. Pitch for Vx (90 mph) or Vy (100 mph) attitude depending on
obstacles
i. Minimize altitude loss
ii. Establish Positive Rate of Climb
11. Resume Normal Cruise – 110 mph – 18” MP/2400 RPM.

Secondary Stall (Demonstration Only)

1. Select an altitude that will allow recovery no lower than 3000 AGL
2. Complete clearing turns and pre-maneuver checklist
3. Stabilize A/C (Heading, Altitude, Airspeed)
4. Reduce throttle to 15” MP. Verify Prop full increase.
5. Adjust pitch to maintain altitude
6. Below 150 mph, select gear down, verify gear down, “3 green”
7. Below 125 mph extend flaps smoothly and in increments to 40 degrees
8. As airspeed approaches 85 mph

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 a. Lower pitch establish glide at 85 mph
b. Reduce throttle to idle
c. Increase pitch to flare attitude
9. Announce “Stall” and initiate recovery
a. Full Stall
i. A sudden loss of control effectiveness occurs, excessive
sink rate, or sudden nose pitch down with full up elevator is
experienced
10. Initiate recovery by reducing the pitch angle.
11. Immediately increase pitch attitude by adding excessive back pressure to
induce another (secondary) stall
12. Announce “Stall” and initiate recovery
13. Recovery
a. Reduce pitch attitude
b. Smoothly add full power
c. Level wings
d. Pitch for 75 - 80 mph
e. Retract flaps to 25 degrees immediately
f. Establish Positive Rate of Climb
g. Retract gear after calling “positive rate, gear up”
h. Retract the rest of the flaps smoothly in increments when 80 mph
or above (Vfe = 125 mph)
i. Pitch for Vx (90 mph) or Vy (100 mph) attitude depending on
obstacles
i. Minimize altitude loss
14. Resume Normal Cruise – 110 mph – approx. 18” MP/2400 RPM.

Elevator Trim Stall (Demonstration Only)

1. Select an altitude that will allow recovery no lower than 3000 AGL
2. Complete clearing turns and pre-maneuver checklist
3. Stabilize A/C (Heading, Altitude, Airspeed)
4. Reduce throttle to 15” MP. Verify Prop full increase.
5. Adjust pitch to maintain altitude
6. Below 150 mph, select gear down, verify gear down, “3 green”
7. Below 125 mph extend flaps smoothly and in increments to 40 degrees
8. As airspeed approaches 85 mph
a. Lower pitch establish glide at 85 mph
b. Reduce throttle to idle
c. Trim for 85 mph
9. Apply full power and allow pitch attitude to increase above the normal
climb attitude
10. Announce “Stall” and initiate recovery
h. Imminent Stall ONLY
i. The first buffet, or rapid decay of control effectiveness

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11. Initiate recovery by reducing the pitch angle.
12. Recovery
a. Reduce pitch attitude
b. Confirm full power
c. Level wings
d. Pitch for 75 - 80 mph
e. Retract flaps to 25 degrees immediately
f. Establish Positive Rate of Climb
g. Retract gear after calling “positive rate, gear up”
h. Retract the rest of the flaps smoothly in increments when 80 mph
or above (Vfe = 125 mph)
i. Pitch for Vx (90 mph) or Vy (100 mph) attitude depending on
obstacles
i. Minimize altitude loss
13. Resume Normal Cruise – 110 mph – approx. 18” MP/2400 RPM.

Crossed Control Stall (Demonstration Only)

1. Select an altitude that will allow recovery no lower than 3000 AGL
2. Complete clearing turns and pre-maneuver checklist
3. Stabilize A/C (Heading, Altitude, Airspeed)
4. Reduce throttle to 15” MP. Verify Prop full increase.
5. Below 150 mph, select gear down, verify gear down, “3 green”
6. Do NOT extend flaps
7. Establish a stabilized descent at 90 mph simulating a base leg
8. Set throttle to idle and re-trim for 90 mph descent
9. Initiate a 30 degree bank in the direction of simulated final approach
10. During the turn apply excessive rudder in the direction of the turn. Hold
bank constant by applying opposite aileron pressure.
11. Increase pitch attitude to induce the stall.
12. Announce “Stall” and initiate recovery
13. Recovery
a. Reduce pitch attitude
b. Smoothly add full power
c. Level wings
d. Pitch for Vx (90 mph) or Vy (100 mph) attitude depending on
obstacles
i. Minimize altitude loss
e. Establish Positive Rate of Climb
f. Retract gear after calling “positive rate, gear up”
14. Resume Normal Cruise – 110 mph – approx. 18” MP/2400 RPM.

Steep Turns
1. Complete clearing turns and pre-maneuver checklist
2. Select a visual reference point directly ahead of the airplane out toward the
horizon
3. Adjust the pitch and power to maintain altitude and 110 mph (approx. 18”
MP/2400 RPM)

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4. Roll into a 45 degree bank (private) or 50 degree bank (commercial) in the
direction previously cleared
5. Rolling through 30 degrees increase throttle to approx. 20” MP, while pitch-
ing up to maintain altitude. Adjust throttle as necessary to maintain 110 mph
6. Roll out 20-25 degrees before the entry heading.
7. Return to wings level flight at the entry heading, altitude, and airspeed. Re-
duce throttle to approx.. 18” to maintain 110 mph.
8. Roll into a bank in the opposite direction and repeat steps 6-10.
9. Resume Normal Cruise

Wind Drift Circle

1. Complete clearing turns and pre-maneuver checklist
2. Select a reference point in an area where an emergency landing can be made
if necessary
3. Establish and maintain 110 mph (approx. 18” MP/2400 RPM) and 1000 ft
AGL
4. Enter the maneuver over any reference point (usually an intersection so as to
determine the wind direction more effectively)
5. Over the reference point, roll into a 30 degree bank and perform a 360 de-
gree turn, maintaining a constant bank angle.
6. Rollout at a point where the wings will be level when completing the turn
7. Determine the approximate wind direction and speed based on any differ-
ence in position between the starting and finishing positions.
8. Resume Normal Cruise

Rectangular Course
1. Determine the wind direction
2. Complete clearing turns and pre-maneuver checklist
3. Select a square or rectangular area, or an area bounded on four sides by sec-
tion lines or roads, in an area where an emergency landing can be made if nec-
essary.
4. Establish and maintain 110 mph (approx. 18” MP/2400 RPM) and 1000 ft
AGL
5. Enter on 45 degrees to the mid-field downwind
6. Establish a crab angle as necessary to maintain a uniform distance from the
area boundaries for each leg of the maneuver.
7. Begin the turn to next leg when the airplane is abeam the corner of the area
boundary
8. Vary the bank angle to maintain a constant radius during the turns
9. Depart on a 45 degree from the downwind at the downwind turn boundary.
10. Resume Normal Cruise at 110 mph (approx. 18” MP/2400 RPM)

Turns Around a Point

1. Determine the wind direction
2. Complete clearing turns and pre-maneuver checklist

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3. Select a reference point in an area where an emergency landing can be made
if necessary.
4. Establish and maintain 110 mph (approx. 18” MP/2400 RPM) 1000 ft AGL
5. Enter on a downwind to one side of the selected point at a distance equal to
the desired radius of the turn.
6. Directly downwind (highest groundspeed) and abeam the reference point,
roll into the steepest bank (not to exceed 45 degrees) to maintain a constant
radius
7. As the turn continues (groundspeed decreases), begin to shallow the bank as
necessary to continue maintain a constant radius.
8. Directly upwind (lowest groundspeed), the bank should be at its shallowest
9. As the turn continues (groundspeed increases), begin to steepen the bank as
necessary to continue maintaining a constant radius.
10. Accomplish two complete circles, or as directed, and depart on the entry
heading.
11. Resume Normal Cruise at 110 mph (approx. 18” MP/2400 RPM)

S Turns Across a Road

1. Determine the wind direction
2. Complete clearing turns and pre-maneuver checklist
3. Select a straight ground reference line or road in an area where an emergency
landing can be made if necessary, and that lies 90 degrees (perpendicular to the
direction of the wind.
4. Establish and maintain 110 mph (approx. 18” MP/2400 RPM) 1000 ft AGL
5. Enter on a downwind heading.
6. When directly over the line or road (highest groundspeed), roll into the steep-
est bank (not to exceed 45 degrees) to maintain a constant radius.
7. As the turn continues (groundspeed decreases) begin to shallow the bank as
necessary to continue maintaining a constant radius.
8. Level the wings when crossing the reference line (lowest groundspeed) and
immediately begin a turn back in the opposite direction.
9. As the turn continues (groundspeed increases), begin to steepen the bank as
necessary to continue maintaining a constant radius.
10. Level the wings when crossing the reference line (highest groundspeed).
11. The rollouts must be timed in order to be straight and level directly over and
perpendicular to the line or road.
12. After completing the second turn depart on the entry heading.
13.Resume Normal Cruise at 110 mph (approx. 18” MP/2400 RPM)

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Eights on Pylons
1. Determine the wind direction
2. Complete clearing turns and pre-maneuver checklist
3. Select a straight ground reference line or road in an area where an emergency
landing can be made if necessary, and that lies 90 degrees (perpendicular to the
direction of the wind) and includes two prominent ground reference points at
an appropriate distance apart.
4. Determine approximate pivotal altitude. As a guide, use the formula GS ²
divided by 15 (divide by 11.43 if using knots). In a no wind situation this
would be 807 feet AGL or about 850 to 900 feet MSL (Jacksonville or Ormond
Beach).
5. Establish and maintain 110 mph (approx. 18” MP/2400 RPM) 1000 ft AGL
6. Enter on a 45 degree angle to the downwind with the first turn made into the
wind (left turn) and between the two points.
7. As the line-of-sight reference approaches the ground reference point (pylon),
enter a bank as necessary to keep the line-of-sight reference on the pylon.
8. Adjust altitude as needed with pitch to maintain the line-of-sight reference
on the pylon. A higher altitude will be required on the downwind portion
(higher ground speed) and a lower altitude will be required on the upwind
(lower ground speed) portion of the maneuver. As the pylon moves behind the
line-of-sight reference - climb; as the pylon moves forward of the line of refer-
ence - descend.
9. Adjust bank as necessary to keep the pylon in sight. A steeper bank angle
will be required as the wind drifts the airplane closer to the pylon.
10. Rollout of the turn upon reaching a diagonal position to downwind .
11. Use a wind correction angle (crab) as necessary to maintain position for the
next turn.
12. Allow for 3 to 5 seconds of straight-and-level between the turns. Adjust
ground reference point (pylon) as necessary to ensure no more than 5 seconds
of straight-and-level flight
13. Depart the maneuver on the entry heading and resume normal cruise.

Chandelles
1. Chandelles will be started no lower than 1500 ft AGL
2. Determine the wind direction – plan to execute the maneuver in a manner to
remain in designated practice area
3. Complete clearing turns and pre-maneuver checklist
4. Select a prominent 90 degree reference point or straight-line reference such
as a road off the wingtip
5. Establish 110 mph (approx. 18”/Prop full forward)
6. Roll into a coordinated 30 degree bank in the direction of the reference point
(left or right). Do not exceed 30 degrees of bank.

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7. Increase pitch by smoothly applying stabilator back pressure while simulta-
neously adding full power.
8. During the first 90 degrees of turn the angle of bank should remain constant
while the pitch angle is smoothly increased to arrive at the maximum pitch
attitude at the 90 degree reference point.
9. Passing the 90 degree reference point, the pitch attitude should be main-
tained by increasing the back pressure as the airplane slows while simultane-
ously and smoothly reducing the bank angle.
10. Arrive at the 180 degree point with the airspeed just above a power-on
stall speed. Maintain that altitude (+/- 50 feet) while avoiding the stall.
11. Resume Normal Cruise at 110 mph and repeat the maneuver in the oppo-
site direction if requested.

Lazy Eights
1. Lazy Eights will be started and completed no lower than 1500 ft AGL.
2000 ft AGL is recommended.
2. Determine the wind direction – plan to execute the maneuver in a manner to
remain in designated practice area
3. Complete clearing turns and pre-maneuver checklist
4. Select a prominent reference points at the 45, 90, and 135 degree points.
Using a straight-line reference such as a road off both wingtips is also a valua-
ble aid.
5. Establish 110 mph (approx. 18”/2400 RPM)
6. Begin a coordinated, gradual climbing turn in the direction of the 90 degree
point so as to arrive at the 45 degree point at maximum pitch up and approxi-
mately 15 degrees bank. The first 45 degrees of the lazy eight requires more
pitch input than bank!
7. Continue to increase the bank angle until reaching approximately 30 de-
grees of bank at the 90 degree reference while allowing the pitch attitude to
pass through the horizon (level flight). Airspeed should be approximately 5 to
10 knots above power on stall speed at the 90 degree reference point.
8. Both the pitch attitude and the bank angle should be decrease so that upon
arrival at the 135 degree point the pitch attitude is at its lowest point and the
bank angle is approximately 15 degrees.
9. Slowly increase the pitch attitude and continue to decrease the bank angle
so as to arrive at the 180 degree point at the same altitude and airspeed as at
the entry.
10. Immediately begin a coordinated, gradual climbing turn in the opposite
direction and repeat the above steps.
11. Resume Normal Cruise.

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Steep Spirals
1. Complete clearing turns and pre-maneuver checklist
2. Select a prominent ground reference and enter the maneuver downwind. An
intersection with prominent crossroads is recommended.
3. Plan the descent so that you end up no lower than 1000 feet AGL at the end
of three complete 360 degree gliding turns. 4000 AGL is recommended.
4. Adjust the pitch and power to maintain altitude and 100 mph (approx. 17”
MP/2400 RPM) prior to entering the maneuver
5. Reduce throttle to idle abeam the reference point and establish a glide while
rolling into a steep bank. 45 degree bank recommended initially – do NOT
exceed 60 degree bank.
6. Maintain 100 mph during the descending, gliding turn
7. Clear the engine by increasing power momentarily at each upwind position
8. Rollout on the entry heading after completing three turns
9. Resume Normal Cruise at 110 mph (approx. 18” MP/2400 RPM)

Emergency Descent
1. Complete clearing turns and pre-maneuver checklist
2. Select an altitude that will allow for recovery no lower than 1000 feet AGL.
2000 feet AGL or higher recommended.
3. To prevent shock cooling of the engine, minimize the amount of altitude
loss when conducting the maneuver. 1000 ft maximum loss recommended.
4. Set the throttle to idle and the prop to full increase position.
5. Below 150 mph select gear down and verify “ 3 green.”
6. Initiate a descent resulting in an airspeed not to exceed 150 mph (Vle) with
a bank angle of 30 to 45 degrees. The bank helps you increase the rate of de-
scent while providing better visibility to clear the area below and helping to
maintain positive load factors.
7. In moderate or greater turbulence, reduce the airspeed to no greater than Va
(134 mph at max. gross weight) or abort the maneuver in simulated conditions.
8. Upon completion of the maneuver, level the wings, smoothly increase the
pitch, and increase the power.
9. Select gear up below 125 mph (Vlo up).
10. Resume Normal Cruise at 110 mph (approx. 18” MP/2400 RPM)

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Diversion
1. Note the time.
2. Verify the airplane’s present position.
3. Determine the location of the new destination.
4. Turn in the appropriate direction to an estimated heading, taking into consid-
eration airspace, obstructions, and/or adverse weather.
5. Determine the distance and compass heading to the new destination.
6. Turn to the compass heading.
7. Select prominent landmarks to aid in flying the new course.
8. Compute ETE (estimated time enroute), ETA (estimate time of arrival), and
the fuel required to reach the new destination.
9. Contact FSS to amend your flight plan.
Lost Procedures
1. Maintain positive aircraft control at all times.
2. Remain calm.
3. Climb higher if weather and airspace permits to get a better perspective on
the surrounding area and landmarks. This will also help with VHF radio recep-
tion.
4. Conserve fuel by leaning the engine for a best economy operation and reduc-
ing power as much as practical.
5. Maintain situational awareness, using a Sectional Chart and navaids.
6. Obtain Sectional chart:
7. Reset the heading indicator
8. Turn the sectional chart to match your heading.
9. Watch for prominent landmarks.
10. Match the landmarks to the sectional chart.
11. Find suitable Navaids on the Sectional Chart.
12. Reset the heading indicator
13. Tune and identify an available VOR station.
14. Locate the aircraft position on a radial from that VOR station. Fly inbound
or outbound on that radial.
15. Select another VOR station at an angle to the first.
16. Locate the aircraft position on a radial from that VOR station. Where the
radials intersect is your current position.
17. Plot a course to proceed direct to the destination or to intercept the planned
course as appropriate.
18. Obtain assistance from ATC or FSS. Select appropriate frequencies from
your Sectional Chart. Ask ATC for a radar vector to your destination.
19. If unable to establish contact with anyone, squawk 7700 and transmit “in
the blind” on 121.5 MHz to obtain assistance.
20. Monitor fuel and make a precautionary landing before exhausting.
17. Carefully monitor the amount of fuel and make a precautionary landing,
preferably at an airport, before exhausting the fuel supply.

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VOR Radial Intercept
1. Tune the VOR frequency, verify the station’s Morse code identifier, and
monitor the VOR.
2. Check the Heading Indicator with the magnetic compass. Reset as neces-
sary.
3. Turn the airplane to a heading to parallel the desired course, in the same
direction as the course to be flown.
4. With the Omni Bearing Selector (OBS), center the Course Deviation Indica-
tor (CDI) with a TO flag indication (inbound), or a FROM flab indication
(outbound), as appropriate.
5. Determine the difference between the radial to be intercepted and the radial
presently on.
6. Double the difference to determine the interception angle (may not be less
than 20 degrees, nor more than 90 degrees).
7. Rotate the OBS to select the desired radial (From), or the course (To).
8. Turn to the intercept heading determined and hold the heading constant until
the CDI begins to center.
9. As the CDI begins to center, begin turning to the heading corresponding to
the radial or course selected.
10. Track the radial (outbound) or course (inbound), as appropriate.
VOR Radial Tracking
1. After the course has been intercepted, maintain the heading that corresponds
to the course selected.
2. If the CDI should move off center, re-intercept by beginning with a 20 de-
gree change (intercept angle) in heading (intercept heading) toward the deflec-
tion of the CDI.
3. Maintain the intercept heading until the CDI re-centers, and then turn back
to a new course by taking out ½ of the intercept angle.
4. EXAMPLE: The airplane has drifted to the right of the 090-degree radial
(outbound). To re-intercept the radial, a left turn is made to a heading of 070
degrees. When the CDI re-centers, a right turn is made to maintain a new
Course Heading of 080 degrees (10 degree Wind Correction Angle).
5. If the CDI should move off center, re-intercept by beginning with a 10 de-
gree change in heading (intercept heading) toward the deflection of the CDI.
6. Maintain the intercept heading until the CDI re-centers, and then turn back
to a new course heading by taking out ½ of the heading change.
7. EXAMPLE: The airplane has drifted again to the right of 090 degree radial
(outbound). To re-intercept the radial, a left turn is made to a heading of 070
degrees (10 degree change). When the CDI re-centers, a right turn is made to
maintain a new Course Heading of 075 degrees (5 degree change, 15 degree
Wind Correction Angle).

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NOTE: Wind conditions may require the use of intercept angles greater than 20
degrees to change the direction of the CDI deflection. However, the same
“bracketing” procedures outlined above are still applicable.

Magnetic Compass Turns

1. Determine the latitude in which the aircraft is operating. Magnetic compass
turning errors are approximately equivalent to the airplane’s latitude.
2. Estimate the amount of northerly turning error that corresponds to the heading
to be flown.
3. Enter a standard rate turn in the appropriate direction.
4. When turning to a northerly heading, apply the normal rollout lead (1/2 the
angle of bank) to the magnetic compass heading, adjusted for the amount of
northerly turning error.
5. When turning to a southerly heading, apply the normal rollout lead (1/2 the
angle of bank) to the magnetic compass heading, adjusted for the amount of
southerly turning error.
6. The compass lags in the north and lead in the south. UNOS is a good acro-
nym, Undershoot North, Overshoot South.
7. The amount of rollout is as follows
8. 360 or 180 degree headings: 30 degrees
9. 030, 150, 210, 330 degree headings: 20 degrees
10. 060, 120, 240, 300 degree headings: 10 degrees
11. 090 or 270 degree headings: 0 degrees

Timed Turns to Magnetic Compass Headings

1. Verify the turn coordinator is calibrated correctly.
2. Determine the number of degrees to be turned and compute the time needed
to accomplish the turn at a standard rate (3 degrees per second).
3. Note the time as the roll in to a standard rate turn is initiated.
4. When the computed time to turn expires, initiate a roll out.

Recovery from Unusual Flight Attitudes

1. Nose high attitude
a. Increase power to full.
b. Lower the nose and prevent a stall by applying forward elevator
pressure.
c. Level the wings by applying coordinated aileron and rudder pressure.
2. Nose low attitude
a. Reduce power to prevent excessive airspeed and loss of altitude.

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b. Level the wings by applying coordinated aileron and rudder
pressure.
c. Raise the nose to level flight attitude by smoothly applying back
elevator pressure.

Vspeeds for PA28R-180

Vspeed MPH KIAS
VSO 63 55
VS 69 60
VR (Normal-0°
70 61
flaps)
VR (Short-25°
60 52
flaps)
Vx (sea level) 90 78
Vy (sea level) 100 87
VGLIDE 90 78
VA (MAX GROSS) 134 116
VFE 125 109
VLO UP 125 109
VLE 150 130
VNE 214 186
Vnormal approach 85 74
(full flaps)

Vnormal approach (no 90 78

flaps)

Vshort field approach 82 71

(full flaps - 40°)

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